HP Tuners for 2005-2015

Im really interested to see where this goes. One reason I haven't done any mods to the truck is because of lack of tunability. I KNOW there is better fuel mileage to be had out of these things.. There are just weird quirks about the way these things drive that seem to need work. My biggest thing is that they abosolutely will not coast, you gotta be on the gas just to go downhill. that doesn't make sense to me. Seriously, driving through the steeps in Colorado, it would slow down going downhill if I let off the gas. I know nothing about tuning. I have an 04 chevy 4.8 supercharged, but all tuning was done by a local tuner, using HP tuners. Im wondering if its something he might be able to handle with the Tacoma. If this works out well.. Then I will be looking into upgrades for the Tacoma, like a supercharger, headers, intake, exhaust.. or anything that can bolt on and make power. But without tuneability, whats the point?

 

AEM can Wideband you can also have 2 connected together for both banks

https://www.youtube.com/watch?v=QI33c_HeH3w

 

That's not a problem. I would be more than happy to buy a MPVI2 module just for this. Could I get the module alone or do I need to buy credits along with it?

 

Sent you a PM!

 

I’d like to put it out there that adjusting this table here makes the ECU go into power enrichment as early as you’d like.

Figure out when you’d like it to go from closed loop to open loop and make it happen. It makes the stock ECU behave very much like the UCON does (with regards to power enrichment happening earlier).

I’ve seen it said several times something to the effect of “That’s the beauty of the UCON, it’s always operating in open loop”. Well, I’m here to tell you, the stock ECU can do it too. No more part throttle lean issues!

Stock setting is 75 enable, 70 disable. I currently have it set at 15 and 10. It goes into power enrichment very easily! Now this is not a magic wand. You still have to make other adjustments as you’d expect. But this setting is a game changer. Especially for guys with smaller pulleys, where boost happens a lot earlier than with the stock pulley.

 

I would assume this also comes with the mongoose cable as well??

 

No, the mongoose cable is like 400 to 600 alone. Totally different subject. The mongoose cable will allow you to flash OEM updates to the ECU like the TRD update if you added a supercharger.

 

Have anyone yet? I was thinking this would be a good excuse to buy, but one question, although pretty sure I know the answer. I have a MAF Cali wired in right now, no harness, soldered. Would it be required to remove it? If so, that would take me time to get to.

 

You're welcome to use my tune if you get HPTuners! With the MAF Calibrator, it can stay, so long as it's zero'd out. If you can do that, we're golden. Might I ask what intake you're using?

 

URD intake, intake manifold spacer (probably not a +/- issue for the tuner), stock exhaust logs with just a drop-in muffler

 

I think we'll be golden with the tune.

If the MAF calibrator is tuned for the URD intake you *could* leave it as is.. But we could also apply that compensation the MAF Cal is doing in the ECU to eliminate the need for it and you could sell it to recoup some cost of the MPVI2.

 

Cali is tuned for the intake. And I was hoping at some point to do just that, get the cali tuning into the HP if I went that way.

 

@JustDSM in the TRD tune, are you able to see what is causing the MAF readings to max out at approximately 322 g/s?

Any idea how to scale that table when running a larger MAF tube housing in order to get higher readings?

Something like this:

 

The above table, is the calibration for the MAF. The reason you folks with small pulleys are seeing a ceiling of 324g/sec is because at that point and beyond the MAF is no longer capable of reading more airflow.

If you were to use a larger MAF housing you could rescale the MAF (v/g) table.

It's a bit of a process to re-calibrate the MAF table above, and it's not something I'd advise to anyone. I'll come back to this! It's a good topic and I think anyone running pulleys on the small end of the spectrum will need to do this for proper fueling.

I'm already seeing that the TRD Cal runs a bit on on the lean side with a 2.5" pulley with letting the ECU alone try and fuel it with the insanely rich COT circuit disabled. I'm having to add a pretty good amount of fuel under part throttle load (and boost) to keep AFR's in check. I've not seen a log of the truck yet at WOT to see where the 2.5 is pulling 324g/sec in this instance so I'm speculating a little here.. But I suspect a truck with a 2.5 and possibly up to 2.7 could benefit from a larger MAF housing and appropriate rescaling of the MAF.

 

An easy starting point for MAF Cals

take your new MAF diameter and old MAF diameter and and divide using a simple equation.

like this. lets use old diameter example of 2.5 inches and new diameter example of 3.5 inches.

new diameter ( 88.9 squared ) / old diameter ( 63.5 squared ) =

7903.21 / 4032.25 = 1.96

MAF curve * 1.96 = base calibration
fine tune from trims.

 

Edited my last post. Was going to ask if you can see the MAF voltage but you already posted it in your screenshot. Thanks! I guess scaling by available voltage is not an option since voltage is maxed out at 5

 

Is this with FPR mod boost referencing fuel? Most of us running the FPR mod are running pig rich even on smaller pullies. My afrs are in the 9s at WOT on 2.5 pulley...10psi

 

That's a simplified method that'll get you in the ballpark! I'd encourage folks to educate themselves on what they're doing if they're going to rescale the MAF, as that's a surefire way to chase your own tail trying to address fueling issues down the road.

 

talked to my tuner last night, and he also has other people in the area asking about tuning tacomas.. But he cant seem to get HPtuners customer service to respond to him about. Hes a pretty big tuner in the racing scene around this area, does have his own dyno now too. But Toyota would be pretty new to him.

 

They've been quite responsive to me via their support tickets, emails and on their forum.

Aside from that, it'll be nice having some more examples of 2nd Gen Tacomas getting some love they've deserved!